Electropneumatic brake.



J. S. DOYLE.

ELECTROPNEUMATIC BRAKE.

APPLICATION FILED OCT. 24, m4.

1 175,053 Patented Mar. 14, 1916.

THE COLUMBIA P.ANQURAPl-l'b., WASHINGTON. D. c

STES

FFTQE.

JAMES S. DOYLE, OF MOUNT VERNON, NEW YORK, ASSIGNOR TO THE WESTINGHOUSEAIR BRAKE COMPANY, OF WILMER-DING, PENNSYLVANIA, A CORPORATION OFPENNSYLVANIA.

ELECTROPNEUMATIC BRAKE.

Specification of Letters Patent.

Patented Mar. 14, 1916.

Original application filed April 23, 1910, Serial-No. 557,186. Dividedand this application filed October 24, 1914. Serial No. 868,447.

To all whom it may concern Be it known that I, JAMES S. DOYLE, a citizenof the United States, residing at Mount Vernon, in the county ofl/Vestchester and State of New York, have invented new and usefulImprovements in Electropneumatic Brakes, of which the following is aspecification.

This invention relates to electro-pneumatic brakes for railway cars andis a division of application Serial No. 557,186, filed April 23, 1910.

One object of the invention is to provide an improved electro-pneumaticbrake.

Another object of the invention is to provide improved means foreffecting an application of the brakes upon failure of line current, byutilizing current supplied by the car motor running as av generator.

Other objects and advantages will appear in the following more detaileddescription of the invention.

The single figure of the accompanying drawing is a diagrammatic view ofan electro-pneumatic brake equipment for a car, with my improvementsapplied thereto.

According to the construction shown in the drawing, the usual automaticpneumatic brake apparatus may be employed, which is adapted to beoperated in the usual manner by varying the pressure in the brake pipe19 upon manipulation of the brake valve B. For controlling the brakeselec- 'trically, a release magnet valve device R is provided having amagnet 0011 113, and an emergency magnet valve device E for effecting anelectric emergency application of the brakes. The circuit of the releasemagnet valve device R is controlled by a switch 35 adapted to beactuated by a magnet device 0 having a magnet coil 34 the circuit ofwhich is controlled by manipulation of the brake valve B. The normalcurrent supply for the electro-pneumatic brake controlling device R isalso controlled by a master switch A and when the line currentis cut offfor any reason, the car motor M is arranged to be converted into agenerator by the automatic action of a reversing switch K so as tosupply current for eifecting an electro-pneumatic application of thebrakes.

The master switch A comprises a pivoted arm 10 having ahead 11peculiarly slotted as at 12, and also having a contact 13. The lever 10is connected to the line circuit 64 through wire 14. The contact 13carried by lever 10 cotiperates with a fixed contact 15, while in thepeculiar slot 12, is engaged the end of a stem 16, which is connected tovalve 17, arranged to vent fluid under pressure from the brake pipe 19through the branch pipe 18. The peculiarity of the slot 12 in head 11 isthat for a portion of its lengthit remains curved on an are concentricwith itspivot so that while rocking from off toward on position it willretain the stem 16 locked therein, while for the remaining portion ofits length said slot is so shaped as to thereafter release said stem.The stem 16 is retained in looking engagement with the head 11 until thecircuit connection between contacts 13, 15, is completed. Fluid ventedfrom the train pipe 19 by operation of the valve 17 may be employed toactuate a signal device 20 which in this instance is a whistle.

Associated in the circuit which the master switch controls is themotormans brake valve B,-by which a service application of the brakesmay be effected in the ordinary and usual way, but which also may bemanipulated to control an emergency application of the brakes or thesupply of additional pressure to the brake mechanism to make a quickstop of the car or train in case of emergency eXigency. The motormansbrake valve B includes an operating handle 21, which controls contacts22 and 23 arranged respectively in the pneumatic service and emergencyapplication positions of the brake valve so that in said positionscurrent will be supplied from the contact 15 through wire 111 and thehandle 21 to said contacts. The stem 16 has a portion 24 which forms thecore of a solenoid 25. the coils of which are in a branch of the circuitcontrolled by the contacts 13 and '15, which branch is grounded as at'26. Also connected to move with stem 16, is the bridging contact strip28, cooperating with contacts 31, 32. These contacts, when bridged,serve to complete a circuit adapted to be supplied with current from thecar motor whereby to utilize :the current generated thereby whenoperating as a generator, to effect either aservice or an emergencyapplication of the brakes. The motor is-indicated at M, and when operthetrolley, third rail or other source 64 in 113 from wire 112.

the usual manner as indicated at 33, the same being controlled by anordinary reversing switch indicated generally by reference letter K, thefunction of which when actuated is to reverse the motor connections, incase the supply or line current should fail, thereby enabling the motorto run as a generator. The reversing switch K, may be controlled in'anysuitable way, as, for instance, by a magnet L, arranged and operating tohold'the reversing switch K in position to maintain proper circuitconnections to supply the motor with current. But should the linecurrent fail for any reason, the reversing switch operating magnet L' isdeenergized, thereby reversing the motor connections and enabling thesame to operate asa generator. The current thus generated is suppliedfrom the local closed genorator circuit through conductor110, magnet 34,lead 29, to c'ontact'32 and thence through switch bar 28 to contact 31and lead 30, which contains the device E, back to the local generatorcircuit, as will presently be more fully explained. I

Included in the circuit which is controlled 'by the master switch A andthe motormans brake valve 13, and also in the circuit suppliedby themotor when actlng as a generator, 1s a device indicated generally,byrefer- .ence sign 0, which in this instance, is in the form of asolenoid 34, the function of which is to control the service release ofthe brake mechanism, thus establishing an interlock relation between theelectro-pneumatic control system and the regular service control whichprevents a release of the brakes, when once applied in emergencyapplication;, by

any manipulation on the part of the motorman of the motormans servicecontrol. In the accomplishment of these functions the solenoid 34,controls a bridging strip 35 which cooperates with contacts 36, 37, the

arrangement being such that the energization of the solenoid 34, whichtakes place when the electro-pneumatic application of the brakes isefiected, will cause the service release device R to be closed, currentbeing supplied to the magnet 34 from supply wire 14 through contacts 13and 15, wire 111, either the contact 22 or 23, according to the positionof the brake valve handle '21, to Wire 1155, thence through magnet 34and wire 110 to ground wire 117. The wire 114 being grounded through thecontacts '36 and 37, current is also supplied to release magnet When theline current fails, the reverse switch operates to change theconnections of the car motor M, so that the same operates as a generatorin a closed circuit and as the failure of line current also brakecylinder,

bridging strip 35 is actuated to open the release magnet circuit throughthe contacts 36 and 37, so that the release magnet R is deenergized andthe electric release valve thus closed'to prevent exhaust of fluid fromthe thereby preserving the emergency application of the brakes bypreventing the service release of the brakes.

Having now described my invention, what I cla1m as new and desire tosecure by Letters Patent, is

' V 1. In an electric-pneumatic brake, the combinatlon with means forcontrolling the brakes electrically, of a master switch for controllingthe currentfor said means, a' valve for effecting an application of the.brakes, and means for mechanicallylocking said valve against movement inone position' of the switch. Y i

- 2. In an electro-pneumati'c brake, the combination with a masterswitch toricontrollingthe lectric brake circuits, and having an oltposition, of a valve associated with said switch for effecting areduction in brake pipe pressure and an application of the brakes andmechanically locking means adapted upon the movement of the switch tovoff position- 'tor' preventing movement of said valve. r I

3. In an electro-penumatic brake, the combination with a mastercontroller having one position for supplying current to the brakecircuits and anotherposition in which the circuits are open, of a valvefor venting fluid from the train pipe to etliect an appli- -.cation ofthe brakes, a magnet for normally holding said valve closedwhenenergized the valve to' open, and a mechanical-icon nection between the,master switch and the valve for prevei'iting the opening of the l valvein the open position of the switch when the magnet'is deenergized.

4. In an .electro-pneumatic brake, the combination with a master switchhaving a switch handle provided With'an open and a closed position, of avalve for controlling the venting of fluid from the train pipe toeftectan application of the brakes, a magnet. the core of whichv formsthe operating stem of the valve, and a' slot in said handle :for guidingthe valve stem and adapted to prevent movement of the valve stem whenthe switch handle is in. its open position,

While permitting movement of the stem I when the switch is in its closedposition' causes the deenergization of magnet 25, the

5. In an electro-pneumatic brake, theco'm 110' and adaptedupon'deenergization to permit" bination with a master switch having anopen and a closed position, of a car motor adapted to be connected tooperate as a generator for supplying current to effect an application ofthe brakes, a switch for controlling the generator circuit, meansassociated with the master switch for controlling the operation of thegenerator circuit switch and adapted in the open position of the masterswitch to prevent operation of the generator circuit switch.

6. In an electro-pneumatic brake, the combination with a master switchcomprising a handle for controlling electric brake circuits and havingan off and an on position, of a switch for controlling the circuit ofthe car motor acting as a generator, a valve adapted for venting fluidfrom the train pipe to effect an application of the brakes, a magnet, astem for operating said switch and valve and constituting the solenoidcore of the magnet, and a slot in said handle for engaging said stemhaving a portion of its length 7. In an electro-pneumatic brake, the combination with a master switch for controlling electric brake circuitscomprising a switch handle having an open and a closed position, of adevice associated with the master switch for effecting an application ofthe brakes upon failure of line current, a stem for operating saiddevice having a crosshead, and a slot in said switch lever forcontaining said crosshead and adapted in the open position of the handleto lock the crosshead against movement.

In testimony whereof I have hereunto set my hand.

- JAMES S. DOYLE.

Witnesses W. G. STRAIT, F. G. JoHNsoN.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

